Locomotive and traction engine



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` LOGOMOTIVE AND TRAUTION ENGINE. Y No.2,70,167. Patentd Jan.2, 1883.

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P. W. WEBB; LOGOMOTIVB V(AND TRAGTION ENGINE:

.Nog 270,167.

Patented Jan. 2', 1883.

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i UNITED STATES PATENT fOrrrce,l 'i

FRANCIS W. WEBB, OF CREWE, COUNTY OF CHESTER, ENGLAND.

LOCOMOTIVE AND TRACTION ENGINE.

SPECIFICATION formingpart of Letters Patent No. 270,167, dated January 2, 1853.

Application filed .I une `7, 1382.' Y (No model.) Patented in England March 16, 1881, No. 1,128; in Belgium J' uly 30, 1881, No. 55,166,

`A and in France September 27, 1881, No. 143,927.

To all whom it may concern Be it known that I, FRANcIs WILLIAM WEBB, ot' Crewe, in the county of Chester,

England, a subject of the Queen of Great Brit- `the leading carrying-wheels or bogie, as the case may be, and to connect their pistons with cranks, at right angles to each other, placed on the ends ofthe axle ofthe pairof Wheels which are usually placed behind the lire-box, these wheels having been hitherto in some cases coupled by coupling-rods to the pairl of driving-wheels on an axle in iront of the tire-box; but instead of so coupling them I carry the last-named pair of Wheels on a cranked axle,

to which the piston or pistons of the inside central cylinder are connected. When desiring -to work compound l prefer to take the steam vfrom the boiler tirst into the pair ot'outside l cylinders,which are connected, as before stated,

-dersis more or less reheated.

to drive the same axle, and cause the exhauststeam from these cylinders to enter a chamber, which may be a part of the boiler, but made separate or partitioned from-the high-pressure steam and water in the boiler. Bythis means the exhaust-steam from the lirst pair of cylin- From the exhaust-pipes, chamber, or receptacle I convey the steam to the-valve-chest ofthe inside cential cylinder, from which it tnally exhausts and escapes into the atmosphere in the ordinary manner. But though l prefer towork the steam as explained it may be used the reverse waythat is, the steam direct from the boiler may be tirst worked in the inside central cylinder, the exhaust-steam from this biglipressnre cylinder passing on, after being reheated, as above explained, to the outside or low-pressure cylinders, and from thence into theatmosphere. In both modes of working the steam above described the capacity of the high and low pressure cylinders are proportioned one to the other to give the desired expansion of the steam,as is Well understood. The steam and exhaust pipes may be so arranged that steam may be taken direct from the boiler to all or any ot' the cylinders, and all or any ofthe cylinders so supplied with .steamdirect from the boilers may exhaust directly into the atmosphere, or through any ordinary rcondenser-pipes in the Water tank or properly y tender, and from thence into the air. The

cranked axle ofthe pair of wheels driven by the inside central cylinder Vmay be made to have a side or radial motion, so as to facilitate the Working round curves; or the axle of the iront or leading pair of wheels may be made to have lateral or radial movement, instead of such movement being arranged in the cranked axle. When locomotives are required with more adhesion than can be obtained from two pairs of wheels, then the additional drivingwheels are placed behind the Wheels hereinbefore mentioned as driven fromthe outside c vlieders, and the additional wheels are coupled with the last-named in the ordinary manner by coupling-rods.

Any ordinary form or construction of valvegear may be used and combined With locomotive-engines arranged as above described; but for my improved combination I prefer to employ gear similar to that for which Letters Patent were granted to David Joy, dated the 10th day of January, 18,82, No. 252,224.

Figure lis a. side elevation, partly in section, Fig. 2 an end elevation, and Fig. 3 a plan section,illustrating my improved arrangement of cylinders and valve-gear. Fig. 41s a sectional elevation, and Fig. 5 a sectional plan, which illustrate my improved method ot' conveying the steam from the boiler to the high-pressure cylinders, and from the latter to the lowpressure central cylinder. Fig. 6 represents a side elevation of a locomotive illustrated by Figs. 1, 2, and 3 when a third pair of driving-Wheels are used, coupled by ordinary coupling-rods in the usual manner with the axle driven from the outside cylinders, a. Fig. 7 is a detached sectional elevation, showin g an arra-n gementof valve which may be used in combination with the other arrangements for causing the lowtoe Ation.

pressure central cylinder to be supplied either with steam dii'ect from y the boiler or from the exhaust of the high-pressure outside cylinders, and t'or causing the exhaust-steam from the latter to pass directly to the atmosphere when steam directffroin the boiler is supplied to the low-pressure cylinder.

Referring now to Figs. 1, 2, 3, and 6, the parts to be particularly referred to are only represented dia graininatically or by single center lines. These figures represent a locomotive with two pairs, A and B, of carrying-wheels on independent or uncoupled axles, and with a pair of carrying` or pilot wheels, W, in front.

c aretwo outside cylinders, the piston-rods a ot' which are jointed with connecting-rods a2, that are attached to cranks a3 ou the driving-wheels B, behind the re-box x, the cranks on this axle being set at right angles to each other. The axle b in front of the fire-box is cranked at the center (see Fig. 3) for a connecting-rod, b', attached to the piston-rod b2 of a single cylinder, b3, carried in the middle of the framing of the engine.

The pistoii-rods and their guides and the coiinecting-rods may be' of ordinary construc- The valves and valve-gear may be of ordinaryconstruction, but l prefer and have indicated in'Fig. l valve-gear similar to what is known as Joys valve-inotionf7 hereinbefore referred to, as it is simple and leaves space for long journals, which 1 prefer to form on the axles. f

For the valve of each outside cylinder there is separate gear formed by a lever, c, one end of which is jointed to the connecting-rod a. The other end can slide freely in a tube or guide, c', mounted on a pivot or on trunnions upon the training, so as to swivel freely to the motion imparti-d by the said lever c.

J'ointed to the lever c is one end of another lever, c2, or it is a doublelever-one ou each side ofthe lever cand this single or double lever c2 is alsol jointed near its other end to a slide-block, c3, which can slide up and 'down in the curved slot iu a circular block, c4, arranged to be oscillated iu a bracket carried on the framing by a connection with the reversin g-lever, which is attached to an armor lever, c5, secured to or formed o ii the circular block. That end of the lever c'z projecting past the joint with the slide-block c3 is jointed with the rod c6, connecting it with the valve-spindle c7 to be actuated. A similar arrangement ol' mechanism is employed for working the valve of the inside central cylinder, b3, except that in this case the lever C, corresponding to th lever c for the outside cylinders, does not slide in a swivel-tube, but its end is jointed to one end of a radius-rod, cg, the other end of which is jointed to the fiaining. A

There is one reversing-shaft, d, in suitable bearings on the framing, having an arm, d', upon ii, jointed atone end with a rod, d2, (represented by a dotted line,) which at the other end is jointed with an ordinary reversing lever or screw or other arrangement. The reversing-shaft d has also two arms, d3, upog it--one for the valvegear of each outside cylinderwhich arms are each connected by a rod, d,

with the arm c5 from each circular block c4, and the reversing-shaft d has another arin, d5, which is connected by a rod, d, with the arm c5 from the reversing-block t'or the valve of the inside cylinder, the connecting-rod to the valve-spindle of this cylinder being represented by the line cf.

ln the arrangement shown by Figs. l, 2, and 3 the steam passes from the boiler through the smoke-box tube-plate into a T branch, e, with which pipes c vare joined, one of which passes on each side iu a curve close or nearly close to the casing of the smoke-box c2, and then each pipe bends to a horizontal position and passes to and is jointed with the steain-cliest ot'its respective outside high-pressure cylinder a. The exhaust-pipesft'rom the outside highpressure cylinders, a, pass horizontally to the smoke-box, then each asceiids vertically,keep ingaboutto thecurveofthecasingofthe smokebox, and passes round and then descends to `-the valve-chest ot' the low-pressure inside cylinder, b3, each pipe thus passing round the smoke-box and forming a separate junction with the valve-chest. The exhaust from the central low-pressure cylinder passes from it up the blast-pipi-f3, between the two exhaust-pipes j' from the high-pressure cyliudera. No claim is, however, made herein .to this manner of cond noting the steam.

1n Fig. 6 a locomotive similar to that illustrate-d in Fig. l is shown, with a third pair of driving-wheels coupled by ordinary couplingrods in the usual manner with the `wheels driven from the outside cj linders, a.

1n Fig. 4 the steam from the boiler is taken to the outside high-pressure cylinders, a, as hcreinbel'ore described in reference to Figs.1, 2, and 3, and the exhaust-steam trom the highpresstire cylinders is taken by pipesf horizontally; but when the pipes have arrived near the smoke-box one exhaustpipe is crossedover and branches into theother,which passes torward into the smoke-box and asceuds close, or nearly so, to the tubeplate, and -passes through it and then through a horizontal pipe, f', suspended in the steain-spaceof the boiler, and then out through the tube-plate into the smoke-box, and down close to the tube-plate by a pipe, f2. to form a junction with the valve-chest of the low-pressure inside cylinder, b3.

By the arrangements described in reference to Figs. 1, 2,'aiid 3 the driving-Wheels are only coupled together by their adhesion to the rails and by the central low-pressure cylinder, (Wheu working compouniL) being dependent for their IOO supply of steam upon the high-pressure cylinders; but the cranks ofthe high-pressure cylinders will always be in a position to startthe engine, and the low-pressure cylinder will also act, except when von the center, when, after a slight movement has been made, the low- Vpressure cylinder will also assist iu starting pipe.

.provided between the steam in the boiler and the valve-chest of the central low-pressure cylinder, which cock or valve may be opened by a convenient handle to allow asupply ofsteam direct from the boiler to pass to the valvechest of the low-pressure cylinder atstarting, before the iirst stroke of the high-pressure cylinders has taken place, and this temporary supply of steam may be allowed to pass through a valve to reduce its pressure, if desired.

Referring now to Fig. 7, which is a sectional elevation showing an arrangement of valve for causing the low-pressure cylinder to be supplied either with steam directly from the boiler or from the exhaust ofthe highpressure cy linders, and for causing the exhaust-steam from the latter to pass direct-ly to the atmosphere when steam direct from the boiler is supplied to the low-pressure cylinder, b3 is supposed to be a part of the low-pressure cylinder, of which b4 isthe valve-box. Thelid to this valvebox is formed with ports and passages and with a valve-facing, and slide-valve b5, with a spindle, bs, for actuating it passing through a stuffing-box, and then connected by a rod or lever, shaft, and rods with any convenient lever or screw handle for moving the slidevalve to and fro. Steam direct from the boiler is brought by a pipe to a branch on the valvechest at 117. Its pressure then acts to press the slide-valve b5 against its facing. In the position in which the valve b5 is shown steam direct from the'hoiler is passing to the low-pressure valve-chest. The exhaust-steam from the high-pressure cylinders is brought by the pipes to branches from the cavity b, and in the position in which the valve is shown in full line it passes through the cavity of the valve b5 into thc passage b9, and from thence is con vet ed by a passage or pipe to the exhaust-port of the central low-pressure cylinder or to the blast- When the slide-valve b5 is moved to the opposite extreme to that in which itis shown, as in dotted line. the port supplying direct boiler-steam to the low-pressure valve-chest and the port to the exhaust-passage b9 are covered or closed, but another port is opened between the cavity b8 for exhaust from the highpressnre cylinders to the valve-chest of the low-pressure cylinder. With this arrangement ot' valve 'b5 the cylinders may be worked either by steam directfrom the boiler or upon the compound7 system, and i can be readily changed from one to the other at pleasure.

yThis arrangement of valve b5 may also be used for starting 'the engine and for admitting a .i

temporary supply of steam direct from the boiler to the central low-pressure cylinder for starting the engine.

I am aware that in English Letters Patent No. 1,857 of 1872 aloconlotive is illustrated and descrloed in which two outside cylinders drive a single axle having carrying-wheels, and two inside cylinders drive another axle, not coupled with the Iirst, and also having cairy ing-wheels, and that'it was proposed to Work such enginecompound, somewhat after the manner herein described by me. I therefore make no claim to any such organization, but distinctly limit myself to the speci lic construction herein claimed, involving the use of` a single inside cylinder placed in the central line ofthe engine.

duce an engine of great compactness, strength, and efficiency, and one not open to the objections which have heretofore prevented the introduction and practical use of the machine disclosed in the British patent referred to.

Having particularly described the nature of my invention and the modes of carryingit into eii'ect, I claim as my invention- 1. The combination of the two pairs of driving and carrying wheels, a pair of outside cylinders for driving one pair of said Wheels, and a single inside cylinder placed in the central line ofthe engine for driving the other pair of wheels. substantially as set forth.'

2. The combination of the tivo separately.- driven or uncoupled pairs of driving and ctilrrying wheels, the outside cylinders worked by steam direct from the boilerfor imleptendently driving one. pair of said wheels, and a single inside cylinder placed in the central line of the engine and worked by the exhaust-steam from the outside cylinders to independently drive the other pair of wheels, substantially as set forth. y

3. The combination of-two pairs of driving and carrying wheels, cylinders for driving them, one pair of said Wheels being worked by steam direct from the boiler and the other palr of wheels'being worked by the exhaust, and the pipe or pipes which convey the exhaust- Vsteam through the boiler of the engine, substantially as set forth.

4. ,The combination of two pairs of driving and carrying wheels, two outside cylinders worked by steam directi'rom the boiler for driving one pair of wheels, a single central inside cylinder for driving the other pair of wheels, and valve mechanism, substantially such as described, and illustrated in Fig. 7, whereby the single central cylinder may be worked by the exhaust-steam from the outside cylinders or by steam direct from the boiler, substantially as set forth.

5. The combination of a pair of driving and carrying wheels, two ont-ide cylinders Worked by steam direct4 from the boiler for driving said wheels, another pair of wheels coupled to and in rear of the pair above mentioned, another pair of driving and carrying wheels,and a single central inside cylinder for drivingsaid wheels Worked by the exhaust-steam from the outside cylinders, substantially as set forth.

In testimony whereof l have hereunto subscribed my name this 23d day of May, A. D. 18252.

FRANCIS WILLIAM WEBB.

By such a construction I am enabled to. pro- IOO 

